Control system for motor vehicles



May 9, 1939.

- c. A. B REWER CONTROL SYSTEM FOR MOTOR VEHICLES Filed Sept. 17, 1954 3 Sheets-Sheet l IN1/EN TOR. /P-Wf/e s M A TToRNEs/s May 9, 1939 c. A. BREWER 2,157,588

CONTROL SYSTEM FOR MOTOR VEHICLES Filed Sept. 17, 19.34 3 Sheets-Sheet 2 IN VEN TOR.

T3574 W4/@65742 Pin/ff? l BY A TTORNEYS May 9, 1939. c. A. BREWER 2,157,588

CONTROL SYSTEM FOR MOTOR VEHICLES Filed sept'. 17, 19:54 5 sneetsfsheet :s

I N V EN TOR. CH3/M559. /Pfn/ff? if d TTORNEY5 Patented May 9, 1939 CONTROL SYSTEMFOR MOTOR VEHICLES Charles A. Brewer, Noroton Heights, Conn., as-

signor of one-half to Philip J. Kury, Arverne,

Application September 17, 1934, Serial No. 744,281

18 Claims.

This invention relates to control mechanism for motor vehicles and more particularly to the combination of clutch and brake mechanism and pressure differential operated means for controlling the same.

It has been heretofore proposed to operate the clutch mechanism of motor vehicles by power means, but because of the travel ofthe clutch and clutch operating parts from full disengaged position to the point of engagement of the clutch surfaces, it has been found necessary in practice to provide at least two stages of movement in the power actuating device in order to obtain operation simulating manual actuation. Accordingly, one of the objects of the present invention is to provide' novel clutch mechanism wherein the movement of the operating parts is reduced to a minimum, thereby eliminating the necessity for two-stage operation of the power actuator.

Another object of this invention is to provide novel differential pressure operated means for actuating the clutch mechanism of a motor vehicle.

Still another object of the invention is to provide novel means for controlling the operation of power means adapted to actuate av clutch mechanism.

A further object is to provide novel means for controlling the speed of engagement of a power actuated clutch mechanism whereby smooth, yet prompt, engagement is obtained.

A still further object is to provide novel clutch mechanism and control means therefor which embody but a small number of compactly arranged parts of simplified design, the movement of said parts being reduced to a minimum and to straight s line movement.

Another object is to-provide a novel combination of clutch mechanism and power actuating means therefor.

A further object is to provide novel clutch control mechanism whereby the clutch is automatically disengaged before the starting mechanism becomes effective to crank the engine.

Another object is to provide a novel control system for the brake and clutch mechanisms of a motor vehicle.

Still another object is for controlling the power actuation of the brakes of a vehicle whereby too sudden application of the brakes'is prohibited.

Another object is to provide a novel control system for a motor vehicle wherein both the clutch and brakes may be power operated, thereby simplifying the control of thevehicle.

to provide novel means (Cl. IN2-.01)

The above and vfurther objects and novel features will more fully appear from the following detailed description taken in connection with the accompanying drawings. It is to be expressly understood, however, that the drawings are for the purpose of illustration only and are not designed as a definition of the limits of thel invention, reference being primarily had for this purpose to the appended claims.

In the drawings, wherein like reference characters refer to like parts throughout the several views:

Fig. l is a side elevation, partly in section and with parts broken away, of one form of the novel control system comprehended by this invention;

Fig. 2 is a detail view, partly in section and with parts broken away, taken on line 2-2 of Fig. 1;

Fig. 3 is a side elevation, partly in section and with parts broken away, of clutch 4and clutch control means of the system shown in Fig. 1, with slight modifications and on an enlarged scale;

Fig. 4 is a detail view, partly in section and with parts broken away, of a portion of the novel control means constituting a. part of the invention, the same being taken substantially on line 4 4 of Fig. 1;

Figs. 5 and 6 are top plan and side elevation, respectively, partly in section and with parts broken away, of one form of valveA mechanism that may be employed in carrying out the invention;

Fig. 7 is a sectional view ltaken on line 1 1 of Fig. 5; and

Fig. 8 is a sectional view taken on line 8-8 of Fig. 5.

lThe present invention, as illustrated in Figs. 1 and 3, comprehends the provision of a novel combination of clutch mechanism and power oper- Y ating means, whereby the movement of the driving surfaces of the clutch from full disengaged to engaged position is reduced to a minimum, the parts thereof being of simplied construction `and adapted to beinstalled within the flywheel housing. In the form shown, said clutch mechanism is mounted within the hollowed out portion of a flywheel I0 drivably secured to the outer end of an engine drive shaft I I, the latter being adapted to be connected by the novel clutch mechanism to a driven shaft I2 journaled at one end in shaft Il and extending rearwardly to the transmission (not shown).

Mounted on shaft l2, by means of longitudinal splines and adjacent flywheel I0, is a flanged The latter is provided on each side and at the periphery thereof with friction rings I5 and I6, the former of which is adapted to engage a friction surface I1 on the flywheel to thereby transmit power from shaft II to shaft I2. y

Means for moving and holding surfaces I5 and I1 in operative engagement are constituted by a flanged sleeve I8 loosely mounted on shaft I2 for both rotary and longitudinal movement thereon, said sleeve extending outwardly from flywheel I0 through a plate or cover I9 on the latter and through a cover 20' on flywheel casing 2l. Secured to the inner end of sleeve I8 is a pressur-e disc 22 similar to disc I4 and provided with a` friction surface 23 adapted to engage friction member I6. Any suitable yielding means may be provided for normally holding surfaces I 5, I1 and I6, 23 in operative engagement. As shown, such yielding means are constituted by a heavy coil spring 24 interposed between a flange on sleevel I8 and the inner surface of flywheel cover I9. To prevent relative rotation between disc 22 and flywheel I0 when the clutch is disengaged, a pin 25 rigidly secured to the flange of sleeve I8 projects rearwardly through cover I9.

' Novel means, actuated by the vacuum. in the straight line movement. Furthermore, the power device is operatively associated with the clutch in such a manner as to avoid the necessity for two or more stages of movement of said power device to obtain smooth and proper clutch engagement. In the illustrated embodiment, ,the novel power device comprises a ring shaped, flexible diaphragm 26 surrounding shaft I2 and secured in a uid tight manner to the inner surface of flywheel housing cover 20. Y

The outer edges of diaphragm 26 are secured to a plate or ring 21 having a somewhat smaller radial thickness than the diaphragm, whereby an expansible annular chamber 28 is formed. The engine manifold vacuum is preferably employed to exhaust air from chamber 28 whereby the volume of the latter is reduced, and plate 21 is moved to actuate the clutch to disengaged position, as illustrated. Preferably, diaphragm 26 extends all the way across chamber 28 to form a cushion or silencer for plate 21 when suction is admitted to said .chamber through novel control means to be hereinafter described. A ring or annular pad 29 may be secured near the center of plate 21 as additional cushioning means therefor. For the purpose of expanding chamber 28 when the same is opened to atmosphere, a plurality of springs 30 are circumferentially disposed between members 26 and 21. The movement of plate 21 to the left (Fig. 3) by springs 38l is limited by an annular stop 3|, said movement.being kept as small as possible, consistent with obtaining complete disengagement of the clutch. By keeping the volume of chamber 28 as small as possible, when the same is fully expanded, there is a conservation of power and the action of the device is more prompt.`

Inorder to transmit motion from the above described iluid pressure responsive power unit to move pressure disc 22 out of engagement with clutch disc I4 just far enough to prevent any dragging of the clutch surfaces, a sleeve 32 is adjustably mounted, as by means of screw threads, on sleeve i8 and held in place thereon by a lock nut 33. Supported on sleeve 82 and held in place thereon by a nut 34 is a ball-thrust bearing 35. A flanged ring 36 is pressed onto the outer race of said bearing and is adapted to be engaged by plate 21 through the medium of a ring 31 adjacentthe periphery of the central opening in said plate. Thus, movement of the latter to the right (Fig. 3) will result in movement of pressure -disc 22 to the right. The range of movement of plate 21 is constant, the same being determined by member 26 and stop 3l, whereas the extent of movement of disc 22 is adjustable by means of threaded sleeve 32.

A very fine adjustment is thus provided Whereby the disengaging movement of the clutch sur 'faces is reduced to a minimum, disc I4 and its astionally, the dan-ger attendant to actuating the starter when the vehicle is in gear is completely eliminated. In the embodiment illustrated, the starting mechanism includes a Bendix drive, the pinion 38 of which is threadedly mounted on a sleeve 39 and adapted to move in and out of engagement with a gear 40 on the periphery of ywheel I8. Sleeve 39 is slidably mounted on a shaft 4I rotatably supported at one end by a bearing 42 and journaled at its other end in a recess in the armature shaft 43 of an electric starting motor 44. Sleeve 39 is drivably connected to shaft 4I for rotation therewith by means of a coil spring 45 and a bayonet joint 46, the latter being for the purpose of limiting the relative rotational movement of said shaft and sleeve.

Rigidly secured to the forward end of shaft 4I is a suitable clutch member such as jaw clutch member 41 adapted -to be engaged by a similar clutch member 48 which is mounted on armature shaft 43 for rotation therewith and longitudinal movement relative thereto by means of splines. Clutch 41, 48 thus constitutes a breakable driving connection between motor 44 and shaft 4I of the Bendix drive.

Means are provided whereby clutch 41, 48 is l disengaged whenever the main vehicle clutch I5, I1 is engaged, thus making it impossible to establish a driving connection between starting motor 44 and flywheel I0 when said main clutch is in. engagement. Such means, in the form shown, are constituted by a 'motion multiplying linkage comprising a rod 49 rigidly secured at one end to a radially extending lug onl plate 21 and adjustably connected adjacent its other end to a yoke 50', pivoted at 5I, and adapted to engage a trunnion collar on member 48. 'I'he connection between said rod and yoke is at such a point relative to pivot 5I that a small movement of plate 21 will result in an increased movement of member 48 longitudinally of shaft 43. Thus, when plate 21 is against stop 3I,'clutch 41, 48 will be disengaged:

Since, as will appear hereafter, uid pressure motor 26, 21 is open to atmosphere when the vehicle motor is not operating,novel means are provided for energizing said motor to disengage the main clutch and engage clutch 41, 48 before a starting connection is established. As shown, such means are constituted by a suction pump secured to flywheel housing 2| and adapted to be actuated by a cam 52 formed on clutch member 48. The pump comprises a cylinder or housing 53 in which a diaphragm 54, constituting plunger means, is operative. A guide rod 55 is rigidly connected to the lower face of diaphragm 54 and is provided at its lower endi with a roller 56 adapted to be held in engagement with cam 52 by a spring 51 interposed between the lower end of cylinder 53 and a flange on rod 55. A guide rod 58 is also secured to the upper face of diaphragm 54 and operates in a guide 59. The expansible chamber above said diaphragm communicates with atmosphere through a one-way, spring-pressed valve 60 and with uid pressure motor 26, 21 through an oppositely opening oneway valve 6|, the latter valve controlling a conduit 62 bored in casing 2| and a valve housing 63. Conduit 62 is in constant communication with chamber 28 through a hole 64 in cover 20.

When, therefore, starting motor 44 is energized, pump 53, 54 is first effective to evacuate chamber 28, and atmospheric pressure acting on the left or outer face of plate 21 moves the same to the right to disengage main clutch I5, I1 and engage clutch 41, 48. Shaft 4I and sleeve 39 are thus started rotating. Pinion 38, `due to its inertia, resists rotation and is accordingly threaded into engagement with gear 40 to complete the driving connection between starting motor 44 and crankshaft Il.

Novel means are provided for controlling the operation of the power clutch actuator when the vehicle engine is in operation, and in the embodiment shown in Fig. 1,such means are in turn controllable by the accelerator pedal. In the form shown, said control means comprise a valve casing 63 secured by means of lugs 65 (Fig. 4) to flywheel housing cover 28. Said casing is provided with a cylindrical valve chamber 66 con-- nected by means of a conduit 61 to a source of sub-atmospheric pressure such as the intake manifold 66 (Fig. 1) of the vehicle engine, said connection being adapted to be controlled by a valve rod 69 reciprocable in said valve chamber, and normally held in raised position by a spring 69. At a point above the entrance of conduit 61 into chamber 66 is a passage 10, through which said chamber is adapted to communicate with conduit 62 and hence with chamber 28 of power device 26, 21. A ball check valve 1| is provided in passage 10. When valve rod 69 is in the position shown, i. e., at the top of its stroke, chamber 28 is evacuated by the suction from manifold 68 and clutch I5, I1 is disengaged. Check valve 1| is provided to prevent the suction of air from manifold 68 by pump 53, 54 when the vehicle engine is being started. Said check valve with its spring is adjustably supported on a plug 1Ia threaded into a passage bored -in housing 63, said passage being an enlarged continuation of conduit 62.

When it is desired to engage the main clutch todrivably connect shafts vI| and I2, it is only necessary to destroy the vacuum in chamber 28 -nection by depressing rod 69 to cut off passage 10.

An atmospheric inlet or bleed, constituted by a passage 12 bored in the lower part of casing 63 and controlled by a needle valve 13 (Fig. 4), is

14 acts upon valve 13 is rendered adjustable by a threaded plug 16.

As heretofore pointed out, only a small movement of pressure disc 22 is required to move the clutch from disengaged to engaged position and accordingly a single uniform, relativelyslow movement of the movable element of the clutch actuator 26, 21 under a-given set of operating conditions is suilicient. The rate of movement of said member and hence the speed of clutch engagement must, however, be varied somewhat depending on the speed of the vehicle, the rate of engagement increasing with said speed. Novel means are accordingly provided whereby the eiective area of bleed 13a is controllable in accordance with the position of the accelerator pedal and hence to some extent with the speed of the car.

In the illustrated embodiment, said novel control means are constituted by a foot operable pedal -11 pivotally mounted on the toe board of the vehicle and adapted to exert a one-way pressure by means of a push rod 18 on the upper end of a lever 19 which is pivotally mounted on a shaft 88 supported by rigid brackets 8| (Fig. 2). Pivotally secured to lever 19 intermediate its ends is a rod 82 operatively connected to the butterfly -valve 83 of a carburetor through a pin and slot,

lost motion connection 84. Rod 82 is normally held in retracted position and butterfly valve 83 closed by springs 85 and l86, respectively.

A lever arm 81, also pivotally mounted on shaft 89, engages the top of valve rod 69 and is provided with a lug 89 in the path of lever 19, whereby said rod is moved downwardly when pedal 11 is pivoted in a counterclockwise direction, as seen in Fig. 1. Lost motion connection 84 permits rod 69 to cut olf the suction connection to power device 28, 21 by closing passage 10 before butterfly `valve'83 is actuated to accelerate the vehicle engine.

'I'he .novel means provided for controlling bleed valve 13 are constituted by cam means movable in response to movement of pedal 11. As shown, a cam arm 89 is pivotally mounted on an L shaped bracket 90 secured to rod 69 within casing 63. A screw 9| slidably extends through the upper end of cam member 89 and is threadedly received by bracket 98, the head of said screw constituting an adjustable stop to limit the pivotal movement of said cam arm. A small spring 92, surounding screw 9|, is provided for holding arm`89 against said stop.

A cam surface 93 is provided on the lower end of arm 89 on the same side as stop 9|, said surface as shown being constituted by a gradual uniform taper, but any suitable cam surface may be employed. On the downward movement of rod 69, surface 93 engages a roller 94 carried intermediate the ends of a pivoted lever 95, the lower "end of which operatively engages needle valve 13. The latter is thus opened to admit air through passage 12 in an amount proportionate to the depression of the accelerator pedal 11, the maximum area of bleed 13a being such, however, as to prevent too rapid engagement of the clutch surfaces if pedal 11 is depressed too rapidly.

If desired, the parts may be so proportioned that the vacuum connection 10 is cut off before valve 13 starts to open, but preferably the vacuum .connection is gradually being closed at the same time valve 13 is b eing opened. The driver will thus be enabled to slip the clutch as is sometimes desirable, the slipping taking place when the suction is just suicient to remove from chamber 28 the air entering the latter through valve 13.

Whenever pedal 11 is released, rod 69 isgraised by spring 69', whereupon valve 13 is moved to closed position andsuction inlet 10 is uncovered to admit vacuum to chamber 28 and disengage clutch I5, I1. It is often desirable, however, to have the clutch engaged when the accelerator is released in order that the compression of the engine may be utilized in braking the vehicle.`

Means are accordingly provided for accomplishing this purpose, and, in the form Shown, said means comprise a push rod 96 pivotally secured adjacent the lower end of pedal 1I and slidably. extending through an opening in a lever 91, which is pivotally mounted on shaft 80 and adapted to engage lug 8 8 to actuate arm 01 and rod 69. Ro-

' tation of lever 91 in a clockwisewdirection, as

seen in Fig. l, is limited by a stop 91a carriedv by said lever and adapted to engage bracketl. A nut threaded on rod 96 engages lever 91-to move the same against lug 88 when pedal 11 is pivoted clockwise. This latter movement is preferably yieldingly resisted by a spring 98 which acts upon the lower end of a sliding member 99 which is adapted to engage the lower end of pedal 11. Push rod 18 is adapted to slide freely in an opening in lever 19 when the lower end of said pedal is depressed.

Clockwise movement of pedal 11v from the position illustrated is thus elective to close passage 'I0 and open valve 13, permitting the engagement of clutch surfaces I5, I1. The rate of engagement being controlled by valve 13, 13a, a smooth, uniform engagement without undue strain on the drive shaft and differential may be obtained irrespective of the speed at which the vehicleds moving. If desired, accelerator and clutch control pedal 11 may be mounted for operation by the left foot, thereby leaving theright free for instant manual operation of the brakes at any time.

In another embodiment of the invention (Fig. 3), means are provided for actuating rod 69 independently of the accelerator pedal, whereby the power actuator is manually controlled in a manner simulating the present day manual operation of the clutch with a very small expenditure of energy. In the embodiment illustrated, such means comprise a two-piece, adjustable rod slidably extending through the toe board and provided with a button |0| at the upper end thereof. Said rod is normally held in the dotted line position shown by a spring |02, this position being determined by a stop nut |03 threaded on the rod below the toe board. The lower end of rod |00 is connected through a swivel joint to one end of a bell crank lever |04 which is pivoted on a bracket |05 and operatively connected at its other end to rod 69, whereby depression of button I6| is elective to lift valve rod 69 uncovering vacuum inlet 10. The clutch will be thus disengaged by power means when button IOI is depressed in the same manner as with manually operable clutch pedals now in use.

Likewise, when button IOI is released, rod 69 moves downwardly to gradually close port and gradually open valve 13 through the medium of cam 93. The clutch may thus be slipped in the same manner as pointed .out above in the discussion of Fig. 1, affording the operator the same flexibility .of control available with full manual operation, while safeguarding against too rapid engagement at anytime.

Novel means are provided in combination with, and operable in conjunction' with, the above described clutch control means for controlling the brakes of the vehicle, said means being provided with common valve means whereby the power actuator for said brakes is rendered inoperative at any predetermined speed when thevehicle clutch is engaged, thespeed being considered a function of the position of the accelerator pedal.

In the illustrated embodiment, said novel means `comprise a diierential pressure operated motor constituted by a cylinder |06 supported by suitable means (not shown) adjacent brake lever I01, the latter being connected in the usual manner` to brake |08. A piston |09, operable in said cylinder, is provided witha hollow piston rod I|0 and is guided by a rigid guide rod I|I centrally and longitudinally disposed in cylinder |06, said rod serving also as a tie rod A,for holding cylinder heads |06a and |061) in place. packing is provided between the guide rod and said piston and piston rod to prevent leakage from the space in cylindei` |06 below the piston. An arm |I2, secured to the upper end of piston rod I|0 and extending through a slot in cylinder head I06a, is adapted to engage the upper surface of brake pedal |01 whereby brake |08 is applied when piston |09 is moved downwardly: Said piston is adapted to be so moved by suction from the intake manifold 68, cylinder |06 being connected therewith through master valve 66, 69, conduit H3, and other novel control means to appear hereafter.

It will thus be seen that when the inlet for either conduit II3 or 61 is covered by valve rod 69, motor |06, |09 will be cut off from its source of power and be rendered inoperative to apply the brakes. Conduit 61, for example, may be led into valve chamber 66 at any desired point, thus predetermining the position of rod '69 and accelerator pedal 11 and hence, under usual operating conditions, the speed of the engine at which motor I06, |09 will be cut oil.

Novel means are interposed between valve 66, 69 and cylinder I06 for controlling the pressure in cylinder |06 and hence the movement of piston |09 whereby the brakes may be applied gradually, the degree of application being under the manual control of the driver. Said means, as shown, include a rotary mixing valve III mounted in a casing ||5 to which are connected conduit I|3 and a pair of conduits I6 and II1, the two latter connecting said housing with the lower end of cylinder |06. An atmosphere inlet |I8 is also provided in casing II5 in a plane with and opposite to connection I|6 for conduit II6. The casing is provided with a conical bore in w'hich valve plug I I4 is adapted to be rotated, said plug having a tapered groove II9 on the periphery thereof to vary the communication area between inlets |I6 and |I8. A second groove |20 tapered oppositely to groove II9 cooperates with inlet II1 to variably connect the same with conduit ||3 through a counterbore |2| in the end of plug ||4 and an inlet II3 for A said conduit. Normally, the atmospheric connections H6' and ||8 are in full communication while suction connection through casing II5 is Suitable closed, groove |20 being normally out of register '5 with suction passage I|1'. Thus, when valve ||4 is turned in a counter-clockwise direction, the suction connection ||1 to cylinder |06 is gradually opened while the atmosphere connection |I6 is gradually clased.' Due to the constant mixing of air and vacuum in varying proportions in cylinder |06 up to the point at which groove I|9 moves out of register with inlet I 8, the driver is enabled to maintain any desired pressure pull on the brakes by merely rotating plug II4. ,a

It is desirable in the power application of the brakes that the driver have some means of feeling the amount of pressure being applied to the brakes in order to obtain a smooth and not too sudden application. Novel means are comprehended by the present invention for this purpose, said means comprising a lever |22 keyed to a journal projecting from one end of plug ||4 whereby the latter may be rotated. One end of lever |22 engages the upper closed end of a cup shaped member |23 telescopically received by a similar member |24 formed integrally with a bracket |25 on which valve II4, II5 is rigidly mounted. K

A pair of springs |26 and |21, interposed between the closed ends of said cup members, normally hold the latter in extended position to hold lever |22 and valve |I4 in position to close the suction .and open the atmospheric connection to cylinder |06. Preferably, spring |26 is the longer and lighter of the two springs and is positioned by a centrally disposed rod |28 secured to member |23 and slidably extending through the end of member |24. The extension of said'members is limited by a nut threaded on the outer end of rod |28.

Any manual effort to rotate valve ||4 therefore rst resisted by light spring |26 which simulates the movement normally necessary to take up the slack in the brake hook-up. When lever |22 has been rotated sufficiently to bring member |23 into engagement with spring |21, the vacuum in cylinder |06, as determined by mixing valve I4, will be just suicient to take up said slack and lightly apply the brakes. Further manual eiort to rotate'lever |22 will be resisted by both springs |26 and I 21, thereby indicating to the operator that the braking surfaces are engaging. Said springs are preferably calibrated so that the resistance oiered by the same will be directly proportional to the pressure being applied to the brakes by fluid pressure motor |06, |09, thus affording an indication to the driver of the braking effort and avoiding atoo sudden application of the brakes.

Preferably, means are provided on the gear shift lever of the vehicle for operating lever |22 and hence Valve ||4. As shown, a trigger or lever |29 is pivotally mounted on a bracket adjacent the upper end of gear shift lever |30. A rod |3| connects the inner end of trigger |29 to a sleeve |32 surrounding the lower end of lever |30 and slidable thereon, said sleeve having a bracket with a horizontal plate |33 formed integrally therewith. Said plate is engaged by a roller |34 carried on one end of valve lever |22. Thus when the outer end of lever |29 is depressed by the operator, plate |33 is raised, ro-

tating lever |22 and valve I4 in a counter-clockwise direction, whereby motor |06, |09 is energized to apply the brakes in the manner above described.

In operation, when accelerator pedal 11 is released, suction from manifold 68 is admitted through valve 66, 69 and ports 10 and 64 to fluid pressure motor 26, 21. Chamber 28 is thus evacuated, plate 21 moving to the right (Fig. l) into engagement with ring 36, whereupon disc 22 is also moved to the right just enough to permit disengagement of clutch surfaces |5, I1. When the accelerator is depressed, the suction connection is cutoff by closure of port 10 and atmosphere is admitted through needle valve 13, 13a, thus permitting spring 24 to again move the clutch surfaces into driving engagement. 'I'he speed of the parts into engagement is determined by the degree of opening of valve 13 which is controlled by cam member 93, the latter being movable by accelerator pedal 11. If the engine is stopped, and the source of vacuum for motor 26, 21 thus destroyed, the clutch may be disengaged by closing the circuit to starting motor 44. -The latter operates suction pump 53, 54 which is eiective to evacuate chamber 28,u moving plate 21 to disengage clutch I5, `|1 and to engage clutch 41, 48, thus establishing a driving connection between said starting motor and the Bendix" drive for cranking the engine. Once the engine is again started, suction from manifold 68 becomes effective to hold the clutch in disengaged position until pedal 11 is depressed. To apply the brakes, it is only necessary to depress nger lever |29 on the gear shift lever. If it is desired to employ the compression of the vehicle engine as braking means, the lower end of pedal 11 is depressed, thus cutting off the suction and admitting atmosphere to chamber 28 in the same manner as above described, whereupon spring 24 moves clutch I5, I1 into engagement Without cutting off the suction connection to brake operating motor |06, |09.

It will be noted that since cylinder |06 is normally open to atmosphere through conduit II5 and valve ||4, the brakes may be applied at will by manually depressing pedal |01 in the usual manner, piston |09 being free to move downward` ly therewith.

There is thus provided a novel control system for a motor vehicle wherein novel clutch mechanism and clutch operating means are provided, in combination with novel brake applying apparatus, whereby the operation of the vehicle is rendered much easier and safer and the physical effort of the driver is materially reduced, particularly in heavy trac. Furthermore, the construction as well as the operation of the clutch means has been greatly simplied, the same comprising a fewer number of more compactly arranged parts, whereby smoother and quicker clutch engagement and disengagement are obtained. l There is also provided novel simplified control means for a power brake actuator wherein the physical effort applied to said control means is proportional but considerably less than the corresponding pressure being applied to the brakes. Additionally, novel means are provided whereby the clutch is disengaged when the starting apparatus is in operation, thus protecting said apparatus against damage if ,the switch is accidentally closed while the vehicle is in gear. The load on the starting motor is also reduced, thereby conserving the energy of the same and making starting surer and easier. Broadly, a novel control system is provided wherein power means for actuating the clutch and brake mechanisms of a vehicle are controllable in a mannersimulating proper manual operation with greatly reduced effort on behalf of the driver.

Although only two embodiments of the invenuen' are inusnated and described, a is te beexpressly understood that the same is not limited thereto, but that various changes may be made,

such as in the design and arrangement of parts illustrated, as will now be apparent to those skilled in the art, without departing from the spirit and scope of the invention, and reference will be had primarily to the appended claims for a denition of the limits of the invention.

What is claimed is:

1. In an automotive vehicle provided with a clutch and means for cranking the engine, power means operably connected to the clutch, and means, interconnecting the power means and cranking means, for rendering the power means operable to effect a disengagement of the clutch prior to the operation of the cranking means to crank the engine.

2. In an automotive vehicle provided with power means for cranking the engine and a clutch, power means for operating the clutch, and means operated by the cranking means and operative to energize the clutch operating power means to disengage the clutch.

3. In an automotive vehicle provided with power means for cranking the engine and a clutch, pressure differential operated power means for operating the clutch, and means operated by the cranking means and operative to energize the clutch operating power means to disengage the clutch, said third mentioned means comprising a vacuum pump operable by the power means for cranking the engine.

4. In a motor vehicle having an engine, a clutch to control transmission of power from the engine, means for cranking the engine, a pressure differential operated motor comprising an interconnected plate and diaphragm, means interconnecting said plate and clutch, resilient means urging said plate in one direction to engage the clutch, pumping means operated by said cranking means andcommunicating with said motor to evacuate and thus energize the latter to disengage the clutch.

5. In a motor vehicle having-an engine, a clutch to control the transmission of power from the engine, means to crank the engine, and means associated with a portion of said cranking means to disengage the clutch, said cranking means being operative to crank the engine upon the disengagement of the elutch.

tor for controlling saidengine, clutch means, a` differential fluid pressure motor foractuating said clutch means, valve means operable by said accelerator for controlling the pressure in said motor whereby said clutch means are normally disengaged when the accelerator is released, and means operative by saidaccelerator for actuating said valve' means to render said motor ineffective to disengage said clutch means when the accelerator is released.

8. In a motor vehicle, a drive shaft, a driven shaft, a ywheel on said drive shaft, a friction clutch disc slidably mounted on said driven shaft for rotation therewith, a pressure disc slidably and rotatably mounted on said driven shaft and adapted to engage said friction disc to move the same into driving engagement with said flywheel, yielding means for normally holding said discs and wheel in engagement, power `means concenand disconnected from but engageable by said movable member for moving one of said clutch elements to disengaged position, said last-named means being adjustable to determine the extent of the disengaging movement of said last-named clutch element.

10. In apparatus of the class described, a drive shaft, a driven shaft, clutch means for drivably connecting said shafts, yielding means for normally holding said clutch means in operative engagement, a non-rotatable fluid pressure motor surrounding said driven shaft for disengaging said clutch means, and valve means for controlling the pressure in said motor.

' 11. `In a motor vehicle, a drive shaft, a driven shaft, clutch means for drivably connecting said shafts, yielding means for normally holding said clutch means in engaged position, power means including a movable member surrounding one of said shafts, and means disconnected from but adapted to engage said clutch means and said .movable member whereby said clutch means may be disengaged.

l2. In apparatus of the class described, a drive shaft, a driven shaft, clutch means adapted to drivably connect said shafts, yielding means for normally holding said clutch means in driving engagement, and power means coaxially disposed with respect to said clutch means for disengaging the same, said power means including a non-rotatable element surrounding one of said shafts and movable axially thereof.

13. In a motor vehicle, a drive shaft, a driven shaft, a flywheel on said drive shaft, a frictio'n clutch disc slidably mounted on said driven shaft for rotation therewith, apressure disc slidably and rotatably mounted on said driven shaft and adapted to engage said friction disc to move the same into driving engagement with said fly wheel, yielding means for normally holding said discs and wheel in engagement, and power means for moving the same out of engagement, said power means comprising an annular uid pressure mQtor `surrounding one of said shafts.

14. Ina motor vehicle having a drive shaft, a

` driven shaft, clutch means for drivably connecting said shafts, athrottle and brake mechanism,

a control system comprising power"means `for disengaging said clutch means, power means for applying said brake mechanism, a common source of vacuum for energizing said power means, common valve means for controlling communication between said power means and said source, said valve means being operable in conjunction with said throttle, and other valve means interposed between the brake applying power means and said common valve means.

15. In a motor vehicle having a drive shaft, a driven shaft, clutch means for drivably connecting said shafts, and Ybrakefemechanism, a control system comprising power means for disengaging said clutch means, power means for applying said brake mechanism, common means for energizing said power means, common valve means for controlling communication between said power means and said energizing means, and means for actuating said valve means for successively cutting oli` communication between said energizing means and said clutch and brake power means, whereby the brake applying power means is rendered ineffective above a predetermined throttle opening when the clutch means is engaged.

16. In apparatus of the class described, an internal combustion engine having a clutch, a uid pressure motor for disengaging said clutch, means for cranking said engine, and connections including a movable element of said iiuid pressure motor between said clutch and cranking means whereby the latter may be rendered operative to crank the engine only when the clutch is in disengaged position.

17. An automotive power plant comprising a throttle controlled internal combustion engine, a clutch and brake mechanism, power means for operating the clutch, power means for operating the brake mechanism, said power means having a valve in common, means interconnecting said valve and the engine throttle, and other valve means for controlling the operation of the brake operating power means.

18. In an automotive power plant comprising an internal combustion engine, a clutch and brake mechanism, power means for operating the clutch, power means for operating the brake mechanism, common valve means for controlling the fluid pressure in said power means, means for actuating said valve means, and other valve means for controlling the operation of the brake operating power means.

CHARLES A. BREWER. 

